Car-truck



(No Model.) M. G. HUBBARD' 3 Sheets-Sheet 1.

GAR TRUCK.

No. 348,741. Patented sept. 7, 1886.

IJV' VEN TOR WITWESSES j fat/v I' w( Attorney N. PETERS. Phulwlixhvgraphr. washington, D. C.

3 Sheets-Sheet 2.

GAR TRUCK.

Patented Sept. 7, 1886.

M. G. HUBBARD;

(No Model.)

(No Model.) 3 Sheets-Sheet 3. M. e. HUBBARD.

GAR TRUCK.

No.I 848,741` Patented Sept. 7, 1886.

Attorney n. PETERS. phaw-umagmpnef. wmmgwn. n. c:4

,i UNITED STATES PATENT OEEICE.

MOSES' G. HUBBARD, OF NORRISTOVN, PENNSYLVANIA.

CAR-TRUCK.

SPECIFICATION forming part of Letters Patent No. 348,741, dated September 7, 1886.

Application filed March 3l, 1886. Serial No. 197,242. (No model.)

.To all whom t may concern.,-

Be it known that I, MosEs G. HUBBAR'D, of Norristown, county of Montgomery, and State of Pennsylvania, have invented a new and useful Improvement in Car-Trucks, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, making part of this specification.

In the accompanying drawings, Figure l represents a side elevation of my improved car-truck, and Figs. l, 1b, and 1 detail views of the outer bolster-bearing. Fig. 2 is a bottoni view of the same. Fig. 3 is a transverse section on the line x x, Fig. 1, looking in the direction indicated by the arrow 3; and Fig. 4, a section the same as Fig. 3, but looking in the direction indicated by the arrow 4.

My invention `relates to certain improvements upon the passenger-car truck patented by me September 22, 1885, and it consists, first, in double plating the wooden side sills or wheel-pieces, A A,'with a plate of thin iron or steel riveted or bolted to each side, to stiften and strengthen it in every direction and form a better support for the pedestals7 by which the journal-boxes are attached and to all of the transverse bolts. It is desirable to keep these plates a a whole without mortises through either of them, in order to preserve their entire strength. By attaching the cross-sills B B on the upper and under sides of the wheel-pieces, as more fully described in my said patents, I am enabled to preserve both of the side plates whole, and thus secure the entire strength of both plates.

My invention further relates to the construction and improvement of the draft-links C C', described in the said patents, and consists in making them elastic to keep them tant, and to make the attachment of the bolster lexible and elastic in every direction, and to aid in controlling the lateral swinging motion of the car. One convenient way of making these links elastic is to pass one end through a heavy coil-spring, c, outside of the draftlink knee-iron D, as shown in Fig. l. XV hen thedraft-links are elastic, they all help to check and control the lateral movement of the bolster E and car by the angle which they 5o assume when the bolster is moved laterally.

This is necessary, because in this truck there is none of the friction caused by the draft of ordinary trucks,to check the lateral freedom of the bolster, and I iind that much outward inclination of the links d (l d, upon which the bolster and springs are suspended for this purpose, causes a great and dangerous lateral strain upon the spring crank-armsf, located on the outer side of the trucks in passing rapidly around curves, and if the said links are inclined inward then the same excess of strain would be thrown on the crank-arms located on the inner side of the trucks, While if these pendent links were exactly vertical the lateral strain would be equal on all of the crank-arms on both sides of the truck. It is therefore safeiand better to use less inclination of the links to check the lateral swaying and employ some other means to accomplish this object. I nd that one good and convenient way is to employ the stiff springs on the draft-links, as above described. The shorter the draft-links are the better for this purpose, because their angle would increase more rapidly, and when they are thus arranged to act in combination with ,the pondent links d, to check the lateral movements, the best aggregate result is attained.

My invention further relates to means for strengthening the said truck transversely; and it consists in the employment of two or more butting-sills, B2, extending across between the wheel-pieces to receive the pressure of the ordinary cross-tie rods, b, and remove this pressure from the vertical bolts which attach the upper and lower cross-sills of the frame, and I pass strong bolts kb down through the upper cross-sills, B, the batting-sills B2, the safetysills A2, and the lower cross-sills,B', to iirmly hold them all together and secure the greatest possible strength of-truck. l

Then the springs F are located near the center of the truck,it is necessary to make the wheel-pieces A A unusually stiff vertically, and as this central location is desirable for the best action of the springs, and the wheelpieces must be strengthened to permit such a location of the springs, the double-plated wheel-pieces become essential elements of my improved truck.

the truck I can locate the brakes between the By locating the springs near the center of" IOO wheels and attach them to the frame entirely independent of the springs, and thereby avoid all of the jar of ordinary trucks caused by the action of the brakes, and also avoid the great increase of weight or draft-pressure on the axle-journals when the brakes are applied, and thus relieve the journals from much strain and wear; but one of the most important advantages of this location of the brakes consists in the form of Self-adjusting brake, which it renders practicable and convenient.

It is very important that the brakes should be made self-adjusting to theincreased weight on the leading wheels when they are applied, because the leading wheels are capable of yielding much greater brake resistance than the tracting-wheels, on account ofthe increased weight upon them caused by the point of draft of the truck being so much higher than the axles; and both pairs of brakes should be made to adjust themselves to this Very important result,because the car is intended to move in either direction. The most simple possi ble device for this purpose is to locate the brakes between the wheels and incline the brake-hangers g g from the brakes and toward the bolster, attaching the upper ends of these hangers to the truck-frame,to permit the bolster or springs to act independently of them. In this position the hangers which sustain the brakes acting upon the leading wheels will act as inclined braces, and tend to increase the pressure of the brakes upon the leading wheels in proportion to their inclination, which can be made to correspond very nearly with the increased weight upon theleading wheels. By this arrangement and attachment of the brakes and springs a simple selfadjusting brake is formed and its action independently of the springs is fully secured. This arrangement also adds materially to the durability of the journals and journal-boxes by supporting and carrying the increase of weight or draft-pres sure upon the brakes instead of the journals.

Vhen the brakes are located between the wheels, the brake-beams G must be pressed apart to apply the brakes, which tend to crush or bend the brake-connection. I therefore iind it much better to use a tube, 7L, in making the brake-connection, and weld suitable jaws to its ends for attachment to the brake-levers h', thus making a very stiff and light brakeconnection.

'Io keep the brakes in position while not in use, I form the angle h2 in each of the brakebar safety-loops II, and corresponding angleiron, g2,are attached to the brake-bars in proper position to fit into the angle h2, formed in the brake-bar safety-loops, and I arrange a spring to force the brake beams or bars back to press the angle-irons g" into the angles h2 with considerable force. The ordinary brake-bar spring may be used for this purpose but the form of brake-bar spring more fully described iu my Letters Patent dated February 24, 1885, is probably the best. This arrangement of the angle-irons and springs keeps the brakes from rattling, and thereby avoids the objectionable Wear and noise.

Experience in the use of my circumferential springs as applied in my said patent shows an inclination to wear the elongated j ournal-bearings,which makes it necessary to line the said bearings with thin steel plates to give the spring a dense and durable material to roll on, and I make this bearing flat for greater convenience in applying these steel lining-plates, as shown atf in Fig. 1.

I have found it difficult to attach my recurved springs Fto the center of the truck on account of the space which they require longitudinally of the truck. To overcome this objection, I now construct my Asaid springs with the vertical recurvature, as shown at f2 f3 in Fig. 3,which saves'nearly half of the space which they occupy when the recurvature is horizontal. Ialso find in applying the springs to these trucks that certain other peculiarities are desirable,which would not be necessary in other vehicles. The great speed requires not only the soft elastic action of the long recurved spring, but also the finest possible vibratory action of the crankarm,wl1ich I attain by the free pendent links, and to attain this result in the greatest possible degree I so proportion the spring as to carry theload at about ahorizontal position of the crank-arm f, as that is most favorable for the finest vibratory action, and as the further action of the spring is seldom required, and any considerable movement is objectionable, I interpose an auxiliary stop or limit to the downward movement, which in thetruck may be conveniently provided by so proportioning the space between the extended bolster and the top of the wheel-pieces as to thereby limit the downward movement, as desired.

When an extended bolster is used, or to favor the elastic draft-links, I ind it desirable to employ an anti-friction outer bolster-bearing, because the outer bearing when located so far away from the center of the truck increases its purchase on the truck and requires more force to turn or curve the truck, and also injures the action of the elastic draft attachment. The outer bolster-bearings frequently sustain a large proportion ofthe great weight of the car and receive such rough usage as to require great strength and durability in their construction. To combine these qualities with the greatest possible freedom and ease of movement, I construct the outer bolster-bearing as follows: I employ a series of steelrollers, (shown at i 5in Fig. l,) which I confine in the moving frame I', to keep them in position, and I confine this moving frame in the stationary frame or case I, for attaching it to the truck or body-bolster, and I line the wearing-surface of this ease with a thin plate of steel, i', to give the rollers a smooth and durable surface to roll on, and I cover the shoe or track J with a steel plate, j, for the same reason. The rollers are cheaply made by cutting them olf from a steel rod of suitable size.

IOO

IIO

almost entirely removes the great friction caused by the swaying of the car,and permits the truck to turn.or curve with the greatest possible ease and freedom, and it permits the elastic draft-links to control the bolster` and keep it in proper position in a circular direction around the king-bolt. rIlhe moving frame, in which the rollers are confined, slides on the shoe or track, and serves to keep the surface clean and free from dust, &c., and thereby promotes the durabilty of the working parts.

Having now described my invention, I claim as new t 1. In a cal-truck, the longitudinal sills or wheel-pieces plated on both sides, in combination with crossesills attached to theupperand under sides thereof, whereby the mortising or mutilation of the plates is avoided, substantially as and for the purpose described.

2. In a car-truck, the bolster suspended on pendent links, in combination with the horizontal draft-links and coil-springs, by which the bolster is controlledin its movements both longitudinally and transversely of the truck, for the purpose substantially as specified.

3. The wheel-pieces and interposed buttingsills, in combination with the upper and lower cross-sills and the cross-tie rods, substantially as and for the purpose described.

4. The combination, in a ear-truck, of the double-plated wheel-pieces, the cross-sills attached to the upper and under sides thereof, and the truck-springs located at or near the center of the truck longitudinally, substanltially. as and for the purpose described.

5. In a cartruck, the brakes, in combination with the angleirons, or their equivalent, and their springs, constructed and arranged substantially as and for the purposedescribed.

6. The long tubular rod connecting the two brake-beams, in combination with the brakes located between the wheels, substantially as specified.

7. The circumferential springs provided with the vertical recnrvature to diminish the space which they require in the truck, substantially as described.

8. The combination of the long recurved circumferential springs,the short cranlearms, and the pendent links with a fixed stop'or limit to the downward movement, forthe purpose substantially as specified.

9. In a car truck, the combination, with the bolster, of an anti-friction outer bolsterbearing having a series of cylindrical rollers arranged and operating substantially as and for the purpose set forth.

10. In a car-truck, the anti-friction outer bolster-bearing composed of a series of rollers, in combination with asliding frame,which moves with and guides said rollers, substantially as' specified.

11. In a car-truck, the anti-friction outer bolster-bearing composed of a series of rollers and a moving frame for keeping them together, in .combination with the stationary frame or case, in which they roll and for attaching them to the truck or body bolster, substantially as described and shown.

12. The combination of au anti friction outer bolster-bearing with the extended bolster, substantially as set forth.

13. 'Ihe combination of an antifriction outer bolster-bearing with the elastic draft attachment, substantially as described.

14. rIhe combination of the elastic draft attachment with the extended bolster' and antifriction outer bolster-bearing, substantially as and for the purpose specified.

15. In a car-truck, an outer bolster-bearing constructed and arranged substantially as described, in combination with a raised shoe or track for it to roll on, as set forth.

16. In a cartruck, an anti-friction outer bolster-bearing having a series of rollers confined in a moving fra1ne,which slides upon the raised shoe or track to keep it clean, substantially as described.

17. In a car-truck, the combination of the upper cross'sills, the bntting-sills, the safetysills, and the lower cross-sills, all bolted together substantially as and for the purposes described.

In testimony whereof I have hereunto set my hand this 14th day of January, A. D. 1886.

MOSES G. HUBBARD.

Vitnesses:

A. M. SMITH, RoBINsoN WHITE. 

